UK, # 1-2001 (Jan)
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RC MODEL WORLD ( JANUARY 2001 ) |
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RC MODEL
WORLD [PAGE 1] |
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First Battle
On arriving at the field, it was out with the camera for the formal photo shoot. The aircraft was fuelled up, Laser fired up and tested, ground range check made and fail-safe set. A final check over of all ringing wires for loose clevis and controls ensured we were ready for flight. Taxi across the strip, turn into wind and gently throttle up. After 20 feet or so the Bristol leapt into the air with a positive climb out. At around 50 feet, I attempted to turn into circuit, at which point my world became rather busy. Any attempt to steer the aircraft resulted in a severe 700+ nose up attitude, virtually hanging on the prop. With some vigorous stick pushing, I managed to bring the aircraft part way round the field. Power was cut to tick-over, nose pushed down and a 600 cross-wind landing made. My helper Bob Renshaw and my son Robert retrieved the Brisfit as I reflected on life while sitting on the strip. With the exception of several rigging wires broken, there was no structural damage. Help is at hand On coming home, I sent an Email to the designer and manufacturer Goeran Kalderen asking for help and advice. Goeran could not have been more helpful in trying to identify my problems. Some 105 Bristol Fighters have been produced to-date, with 50+ Bristol Fighters flying world-wide. Owners include Mr Saito in Japan and Gary Parker of Procter Enterprises in the USA. Over the following evenings a number of emails were exchanged. Goeran even called me from the Philippines to have a chat and also checked his findings with Gary Parker in the USA. Goeran's own F2B was stripped down and isometric drawings made of the servo connections. His Brisfit was also tested with C of G changes. A few days later, a DHL delivery turned up with a few replacement parts. Excellent customer service. Thank you.
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Summary of Goeran's answers and solutions The primary problems with my review model being an incorrect stabiliser setting coupled with a slightly rearward C of G. The stabiliser leading edge should be set at 2 degrees positive, 3 mm from the 'top end' stop, for the initial flight. This effectively gives down elevator and the manual has now been updated to reflect this setting. The review model was approximately 1 cm adrift from this setting, i.e. giving up elevator: The C of G recommendation has been revised to between 9 cm and 12 cm from the leading edge of the top wing, the review model was balanced at 13 cm. From January 2000, all the flying and drag wires have been increased to 90 lb breaking strain line in place of the previous 40 lb wires, as each wire pulls around 20 lb in normal flight. The recent kits of the F2B have been modified to include 2 one-inch holes venting into the cockpit, as per the review model. Additional cooling can also be achieved by removing the mesh panels between three louvers directly in front of the engine. Aluminium ducting has also been used to force airflow directly onto the cylinder head. The servo mounts work fine if ball links are used instead of clevis. When ball links are used, the pushrod is at an angle of less than 15 degrees. The servo plate should be removed, with servos fitted outside the airframe. |
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| Unfortunately, the captive wing nuts I and bolts are prone to rust due to high! humidity in the Philippines. These are! well greased in the factory, but once the bolts have been run through the captive nuts a few times the grease is lost, putting! increased strain on the captive nut assembly. Additional grease should be applied when inserted. Aileron differential throw should be employed with more up than down. The covering material and manual now both refer to Olive Drab Solartex as the covering material and colour thereof. 8084 with the white/black strips is no longer produced as a standard colour scheme, although any scheme is available as an option. The subject of PCI0/01ive drab Solartex is complex with contradicting information, Goeran and myself had a lengthy discussion on the subject. My information indicates that PCI0 was used as a UK colour and is close to Khaki Green. This is with a t lamp black base and yellow ochre. The I RNAS preferred PCI0. PCI0 is not how ever, Olive Drab, which is a USA colour. t PC12 was used by the RFC/RAF on over- 1 seas aircraft and was a chocolate brown. Again lamp black base but with red oxide. The paint that I used was clearly marked: as PCI0 Brown (PCI2 really?). Hence the confusion. | |
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Goeran mixes his own 'PCI0' paint for the undercarriage and this
matches the Olive drab 'tex' perfectly, so we are all happy!
To sum up |
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'I realized I was enjoying it' |
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| Having received the revised instructions, it was back to the workbench to set the Brisfit up again. Unfortunately, the Gremlin who lives in my workshop bit again. While adjusting the bolt that changes the elevator incidence, there was a 'twang' as the tube that holds the elevator, parted from the bolt assembly. After carefully cutting away some Solartex from the fuselage stringers, it was easy to see that the adjustment bolt had rusted. The tinned joint that holds the tube failing under the strain, as I attempted to turn the bolt. Goeran again came to the rescue with a replacement assembly. This was fairly easily installed having removed the original whilst taking great care not to damage the airframe. With C of G slightly forward, new 90 lb rigging wires and a new tail plane mounting installed (along with modified incidence), it's off to the field again. | |
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Second sortie The sun shone and the wind blew at 15+ knots straight down the field. Not quite as I would have liked, but I needed to complete the review. Having assembled the aircraft, all of the essential checks were made and the nose pointed into wind ready for the off. The Laser 150 slowly wound up to maximum power, a little left rudder applied to keep on track, a touch of up, and the F2B lifted off successfully. The aircraft being in good trim and airworthy. After a gentle climb out to around 100 feet, CAR was switched in, which helped me to settle the aircraft down in the blustery wind. A turn downwind and then into an approach across the strip set the Brisfit up for its photo shoot. Slowly lose height, perform an overshoot and climb out. N one of the earlier characteristics were demonstrated. Dh, how I wish it was only a 5 knot wind so I could really enjoy her. It's time to set up for landing. Again, I just set up downwind for a landing approach. Plenty of power kept on the Laser until virtually onto the strip, 'photo session called' and my thanks to my son Robert Perry for taking the flying shots. At this point I realised I was enjoying it along with mentally flying for the camera, so it came as a little surprise to see the end of the strip looming with this large Bristol fighter not wanting to land. |
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| Power reduced to tick over, a lot of drag and a 15-knot head wind saw the F2B down on the last few yards of cut grass. Unfortunately, she just had enough momentum to run into the long grass and flip over, resulting in a couple of the remaining original 20 lb wires breaking. So she flies. I am now positive all will be well on a nice calm flying session and I have no qualms about flying her. | |
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Has it all been worth the effort and expense? The F2B retails in the UK for just a lottery ticket under £700. When the cost of materials and estimated construction time is considered this must represent good value. The F2B can be compared to a Mick Reeve's Sopwith Camel at around £325, Duncan Hutson's Hamiot at £379 and Procter's Jenny at £615. Each aircraft being a conventional kit to which covering material, paints etc., and build time need to be added. The finish of the Brisfit is excellent. I would have struggled to build it to this standard whilst still engaged in a full time day job. I am disappointed with the silly little problems that have been encountered. A much cheaper Kyosho 'whatever' simply falls together. I guess I expected this standard on a more expensive aircraft, albeit, a little more exclusive! |
| Goeran has provided excellent help and service throughout the review. A new and much improved version of the Bristol Fighter instructions have been produced which can be seen on the K&W website and airframe has been amended to reflect mine and Goeran's findings. Would I buy another K&W aircraft? The simple answer is YES -the FW44 and the new Japanese Navy K5Yl 'Willow' both look rather nice!! Goeranfancy another review? RCMW | |
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RC MODEL
WORLD [PAGE 1] |
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RC MODEL WORLD ( JANUARY 2001 ) |
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